Brake-valve device



HAWES@ Nov. 13, 11923.

c. FARMER BRAKE VALVE DEVICE Filed Nov. ll

, INVENTOR CLYDE @FARMER BY d/ fum. #xiv u... Mull'.

all

ATTORNEY H l C' n: r

OF PENNSYLVANE.

SSIGNOR T0 THE 'WESTENG- SYLVNIA, A CORPOBATON BRAKE-VALVE DEVICE.

Application led .November To f/ZZ inkom may concer-n Be it lrnoivn that l, Cnvnn C. FARMER, a citizen of the Juited States, residing at Pittsburgh, in the county ci Allegheny and tirate or" Pennsylvania, have invented nevv and useful l iprovemY in Brake-Valve Devices, oia which the i -Wing is a speciiication.

rlhis invention relates to iiuid pressure brakes and more particularly to a locomotive brake equipment. v

@ne-object oi mv invention is to provide an improved locomotive br.n Te equipment having; means tor facilitating the operation oi tive r more locomotives in double heading service. Another obi ect ot my invention is to provide an improved brake valve device.

Other objects and advantaaes vvill appear in the tollen/'ingy more detailed description oli the invention. Y

ln the accompanyingl drawing; Fig. l is a sectional diagrammatic View of a locomotive brake equipment embodyingn my invention; Fig'. 2 a sectional view ot the bralre valve device, showing` the automatic brake valve in release position; and Fig. 3 a sectional vieur of the brake valve device, shovving; the automatic brake valve in service application position.

'The construction sbownin 1 includes a combined automatic and independent hralre valve device 1. a feed valve device 2, a duplex pressure pump ,governor 3, a main reservoir 4f, and a brake' pipe 5.

The brake valve device 1 comprises a main section 6 having a seat `for the rotary valve 7 oi the automatic brake valve portion, a section S adapted to be applied to section 6 and having' a Vseattor the rotary valve 9 or" the independent brake valve portion and having Vas an integral part thereotlE a casina member which encloses the rotary valve 7 and forms the rotary valve chamber 10.

Applied to the under tace oi' the main section (i is section 1l. containing an equalizingdischaijqe valve mechanism 12 ot the usual construction;

The feed valve device 2 is preterablysimilar to that disclosedin my prior pending application, Serial No'. 594.785, iiled October 16, 1922. and comprises a casinghaving a piston chamber 13 containing a i'eed valve piston 1liand a valve chamber 15 containing -a slide valve "16 adapted toV be operated by Serial No. 600,286.

piston A valve .17 controls the venting ot fluid from chamber 18 and said valve is adapted to be operated by a diaphragm 1d. @ne side oi the diaphragm 18 is open to the brake pipe and the opposite side is subject to duid pressure maintained constant at a predetermined pressure bv the operation of valve 19 controlled hy a diaphragm 2d. diaphragm is subject to the pressure of an adjustable coil spring 21.

For supplying`- fluid to the brake pipe at a rapid rate in releasing the brakes. al supply valve is provided, preferably in the form of a valve pisterl 22. The pressure on one side of the valve piston 22 is controlled by a timing valve mechanism comprising double rheat valves 23 and 2li and a valve piston 25 tor operating' said valves.

The duplex pressure pump governor 3 may comprise a casing containinga steam valve 26, a piston 27 Jfor operating said valve, an excess pressure head 28, and a maximum pressure head 29. The excess pressure head 28 includes valve 30 operable by diaphragm 31 tor controllingthe fluid pressure on piston 27 and said diaphragm is subject to the pressure of an adjustable coil spring 32. The maximum pressure head 29 includes a valve 33 operable by diaphragm 34: for also controlling the liuid pressure on piston 27, said diaphragm being subject to the pressure of an adjustable spring' y lu order to permit an emergency application oit the brakes to be made by the engineer on the second locomotive in case of double heading, the usual cut-out cock in the brake pipe connection to the brake valve is emitted, so that theengineer will not have toopen a cut-out coclr in the brake pipe in order to eiflect a reduction in brake pipe pressure.

il. cut-out cock 36, however, is provided in the main reservoi pipe 37, leading from the main reservoir 4f to the Ybrake valve device, so that when the cut-out cock is closed on the second locomotive, the supply of fluid Jfrom the main reservoir through the brake valve on the second engine to the brake pipe is prevented.

Since main reservoir pressure is cut oil the rotary valve chamber 10 of the automatic brake valve when the cut-out cock 36 is closed on the second engine, it is desirable to supply ltluid pressure to said chamber for the purpose 01" ensuring that the rotary valve 7 will be held to its seat and this is accomplished through the operation oi the valve 17 oi the feed valve device on the seeond engine. lVhen the brake pipe pressure is less than the standard degree carried in the system, the diaphragm 18 will be operated by the constant iluid pressure acting in the chamber below the diaphragm to open the valve 17 and then fluid under pressure will be supplied from the brake pipe 5, past the valve 17 te piston chamber 13 and thence through passage 38, passage 39, passage 40, valve chamber 13 to pipe and passage 41. ln running position the brake valve, a port 42 registers with passage 41, so that the rotary valve chamber 10 is charged with iuid under pressure from the brake pipe, to maintain the rotary valve 7 seated.

In the usuallocomotive brake equipment, thev equalizing reservoir oit' the equalizing discharge valve mechanism is charged in the release position ot the brake valve 'from the main reservoirby floiv 'from the rotary valve chamber through a port in the rotary valve, While in the present construction, the equalizing reservoir is charged from the brake pipe.

In the release position of the automatic brake valve, as shown inllig. 2, the brake pipe 5 is comiected through a cavity 43 in the rotary valve 7 with passage 44 leading to chamber 45 above the piston of the equalizingv discharge valve mechanism 12 and also to theequalizing reservoir 46 which is connected to chamber 45 through a passage 47.

In order to ensure a high main reservoiiI pressure at the time the brake valve is turned from application position to full release position, according to the present eonstruction, the excess pressure head is cut out of action in release position and for this purpose the' main reservoir supply to the diaphragm 31 is cut olf in the release position of the automatic brake valve, so that the eX cess'prcssure head is cut out oiE action. Accordingly, the pipe 49 which supplies main reservoir pressure to the diaphragm chamber below' diaphragm 31 is connected through passageO and cavity 51 in the rotary valve 7 with an exhaust port- 52 in the release position of the brake valve. quently, the excess pressure head is cut out of operation when the automatic brake valve is in release position, se that the maximum pressure head controls the operation of the steam pump governor.

In operation, When operating in double heading service, the cut-out c0ck736 is turned to its closed position on the second engine and the automatic brake valve handle is carried in running position.

'If considered necessary, the engineer on thesecond. engine can-at any time make an Conse-v emergency application or the brakes by turn ing the brake valve handle to emergency position, since there is no cut-out cock in the bralre pipe connection to the brake valve device. F luid under pressure Will not be suppl'ed to the brake pipe through the brake valve oi the second engine, however, because o? the cut-out cock provided in the main reservoir pipe being closed, so that fluid is not supplied from the main reservoir to the rotary valve chamber of the brake valve. The rotary valve 7 of the automatic brake valve is maintained on its seat in double heading on the second engine when the eut-out cock is in its closed position, by fluid supplied from the brake pipe 5 by the opening of the f'alve 17 of the feed valve device and through port42 in the rotary valve 7 to said cham ber.

in ordinary service, when the automatic brake valve is turned to release position to effect the V release of the brakes, fluid is sup-v plied r"rom the main reservoir to the brake pipe at a rapid rate for a predetermined period oi? time by the operation of the supply valve piston and the timing valve piston 25 and then the brake pipe pressure is main# tained at the standard pressure carried lin the system by the operation of the `slide valve 16, as fully described in my prior pending application Serial No. 594,785, iiled October 16, 1922, Yand hereinbefore referred to.

Instead et permitting theJ equalizing discharge valve mechanism to vent fluid from the brake pipe directly to the atmosphere upon movement of the brake valve te service application position as in the usual locomon tive brake equipment, the discharge in the present casel is connected to a passage 53 leading to the seat ofthe rotary valve 7. In service application position, said passage, as shown in Fig. 3, is connected by a cavity 54V with exhaust port 52.

By this construction, the equalizing discharge valve mechanism is prevented from operating on the second engineV in double heading, since in the running position of the brake valve, the discharge outlet of the equalizing discharge valve mechanism is closed andA consequently if said mechanismV should be operated by the recharging of the brake pipe through` the operationV of the brake valve on the leading engine, due to the pressure on the under side of the equalizing piston building up fasterthan thepressure en the equalizing reservoir side, liuid vvillV not be vented i'rom the brake-pipe to the atmosphere on the secondV engine, since the discharge outlet is novv cut olik from the atmos-V phere.

Havingnovv described my'invention, what I claim as new' andV desire to secure by Letters Patent, is":-A

1. Ina fluid pressure-brake, the'combina.`

tion with a brake pipe, a brake valve device having a position tor venting iiuid from the brake pipe to etlect an application oit the brakes, a main valve, and a pipe through which fluid is supplied from the main rescrvoir tothe brake valve device, of a cut-out cock in said pipe and a non-obstructible con nection from the brake pipe to said brake valve device.

2. In a fluid pressure brake, the combination with a duplex pressure steam pump governor having an excess pressure head and a maximum pressure head, or' a brake valve device having a release position and means operative in the release position of the brake valve device for cutting` said eX- ccss pressure head out of action.

3. In a Huid pressure brake, the combination with a main reservoir and a duplex pressure steam pump governor having an excess pressure head including a diaphragm normally subject to main reservoir pressure and a maximum pressure head, of brake valve device having a release position in Which the supply of fluid from the main reservoir to said diaphragm is cut off to thereby cut said excess pressure head out of action.

4. ln a fluid pressure brake, the combination with a main reservoir and a duplex pressure steam pump governor having an excess pressure head including a diaphragm normally subject to main reservoir pressure and a maximum pressure head, of a brake valv@ device for controlling the supply of fluid [from the main reservoir to said diaphragm and adapted in release position to connect said diaphragm to the atmosphere.

5. ln a fluid pressure loralre7 the combination with a brake pipe, of a brake valve device for controlling the pressure in the brake pipe, comprising a rotary valve for automatic control, a rotary valve for independent'contlol, a main brake valve section, and a section adapted to loe applied to the main section and having a seat for the independ ent rotary valve and an integral casing portion enclosing the automatic rotary valve and forming the rotary valve chamber of the automatic rotary valve.

6. ln a fluid pressure brake, the combination with a brake pipe, of a brake valve device comprising s, rotary valve, an equalizing discharge valve mechanism, and an equalizing reservoir connected to one side of said equalizing discharge valve mechanism, and means for connecting the equalizing reservoir side of the equalizing discharge valve mechanism to the brake pipe in the release position of said rotary valve.

in testimony whereof I have hereunto set my hand.

CLYDE C. FARMER. 

